point blade was required for points with the centre groove system. The tram wheels had a corresponding centre flange. The lines were constructed as double track. For the new system a main depot with workshop facilities was built at Liverpool Street on the Hessle Road route as well as a depot on Wheeler Street on the Anlaby Road route. A depot with facilities for track maintenance was on Stepney Lane (Beverley Road route) was also opened in 1898, a street further north of the earlier Temple Street horse tram depot. By 1899 an electric power plant in Osborne Street supplying power to the tram system was operational and trams began running on Anlaby and Hessle Road on 5 July 1899. By 1900 lines along Holderness Road, Spring Bank (and an extension along Princes Avenue), and Beverley Road had been opened. Further extensions took place in the 1900s; by 1903 the City Centre-Spring Bank-Princes Avenue system had been extended along Newland Avenue, the Holderness Road route extended as far as Aberdeen Street on reserved track in the central reservation of the road, and new electric tram services to Victoria Pier and along Hedon Road had been opened, and depots constructed on the eastward Holderness and Hedon routes. In 1909 a new depot on Cottingham Road took over from the Stepney Lane depot for vehicle storage. In the 1910s the Hedon Road service was extended to Marfleet, and a line along Spring Bank West created as far as Walton Street (the site of the Hull Fair), the Hessle Road route extended on a central reserved track to Pickering Park. Further extensions were added in the 1920s; the Holderness Road section was extended to Ings Road, the Anlaby Road section extended to Pickering Road both on reserved track. Additionally a line was completed from Beverley Road along Cottingham Road to its end at Hall Road, and another line constructed along Chanterlands Avenue from Spring Bank West to Cottingham Road; by 1927 the tram system had reached its maximum extent, at . A number of level crossings with the North Eastern Railway's Victoria Dock Branch Line and the line westwards out of Hull Paragon station caused delays to the trams. The crossings required catch points for the trams and interlocking with the railway signalling system. In 1925, the corporation, Ministry of Transport and the NER's successor the London and North Eastern Railway proposed to